Traction brake



May 4, 1943. H. E. BRL-:Y ETAL TRACTION BRAKE Filed May 29, 1941 May 4, 1943.

H. E. BREY ET AL TRACTION BRAKE Filed May` 29, 1941 5 Sheets-Sheet 2 May 4,1943. H. E. BREY4 ETAL 2,318,286

- TRAc'rIoN BRAKE Filed May 29, 1941 5`She'ets-Sheet 3 Mmmm -IIIIII May4,1943 H. E. BRI-:Y m 2,318,286

TRACT'IION BRAKE Filed May 29, 1941 s sheets-sheet 4 May 4 1943 H. E. BREY ETAL 2,318,286

TRAGTION BRAKE Filed May 29. 1941r 5 Sheets-Sheet 5 @an A T'IWII im @MMM/ww Patented May 4, 1943 t OFFICE TRACTION BRAKE Harold E. Brey, Wauwatosa, and Hilbert E.

Swanson, Milwaukee, Wis.

Application May 29, 1941, Serial No. 395,704

Claims. (Cl.` 192-8) This invention relates in general to improvements in traction brakes, and while it has more particular reference to a driving and braking mechanism, it will be apparent that certain features have other and more general and valuable application.

A principal object of the invention is the provision of a new and improved driving and braking mechanism.

An important object of the invention is the provision of a new and improved brake device particularly adapted for use in a combined driv-- ing and braking mechanism.

Another important object of the invention is the provision of an automatically operable brake device which serves as a positive friction type device locked or engaged under normal conditions.

A further important object of the invention is the provision of a brake device which is normally in engaged position and which automatically releases with the application of driving power to the element being braked.

Another object of the invention is the provision, in a mechanism having a pair of driving elements and a combined driving and braking unit for each element, of an automatically and independently operable brake for each unit of the mechanism, the brake being normally applied and released as an incident to the application of driving power to the unit.

A further object of the invention is the provision, in a mechanism having a pair of driving elements, of a normally applied and independently operable brake mechanism for each element and means for applying driving power to the elements simultaneously or separately, the brake mechanism automatically releasing the element upon the application of driving power.

A further object of the invention is the provision, in a machine having traction means of the caterpillar or crawler type, of a brake mechanism for each traction element which is normally applied and which automatically releases with the application of power to the traction element regardless of the direction in which the traction element is driven.

Numerous other objects and advantages of the invention will be apparent as it is understood from the following description, which, when taken in connection with the accompanying drawings, discloses a preferred embodiment thereof. In the drawings,

Figure 1 is a transverse sectional view taken approximately at'the center of a power shovel embodying the features of this invention;

Fig. 2 is an enlarged'and fragmentary view, half in the bottom plan and half in diametrical section, of the driving mechanism for thetraction means of the power shovel shown in Figure 1; Y i

Fig. 3 is a fragmentary view, with portions in section, of the traction means driving mechanism, drawn to the same scale as Fig. 2 and taken looking forward from the back of Fig. 1; Fig. 4 is an enlarged transverse sectional view taken approximately along the line ll-l of Fig. 1, y

proximately along the line 8-8 of Fig. V3 andshowing the brake in applied position;

Fig. 9 is a view similar to Fig. 8, but showing the brake in released position; y

Fig. 10 is a fragmentary transverse View taken along the line lli-I0 of Fig. 3, and showing the brake in applied position; and l Fig. 11 is a view similar to Fig. 10, showing the brake in released position.

It will be understood that while the invention is adaptable for use in a variety of machines or vehicles, it is, for purposes of. disclosure, shownV in the drawings and hereinafter describedV in detail as embodied in the traction means of a power shovel. Generally, such a power shovel has a pair of crawlersl or caterpillar treads 20 and 2l disposed one on each side of the shovel' and each guided on a suitable track usually composed of rollers "22 journaled in a suitable frame, herein generally indicated Y at 23. Mounted upon they crawlerv frame 23 and preferably rigidly secured thereto, as by welding, is a frame 24 which is `hereinafter termed the lower frame, which might be considered as completing the chassis of the Ypower shovel. This lower frame includes a/central hub 25 of substantial diameter, an annular'channel shaped member 26 providing an outwardly opening roller track, and a large internal gear 2l integral with the channel member 26.

Mounted upon the lower frame 24 for rotation relative thereto is a rotating frame, generally indicated at'28, which Vforms the base of the shovel superstructure consisting of the boom, the cab, the motor M and the various gearings, clutches and control levers for operating the boom, drag line and the rotation of the rotating frame. These parts are all well-known construction and form no part of this invention and hence are not herein described in detail. Accordingly it would seem sufficient to point out that the rotating frame 28 has formed therein an elongated journal housing 29 which is journaled in the hub to center the rotating frame,

but which does not support the rotating frame, such support being obtained through rollers 39 v f carried by the frame and operating in theroller track formed by the member 26.

Each crawler is adapted to be driven independently by means including a drive Yelement 3|, in the form of a sprocket, from a drive shaft 32 extending transversely of the lower frame and journaled at 24' in the lower frame. Non-rotatably fixed on the-shaft 32 intermediate the ends thereof, as by a key 33,- isv a bevel gear 374 meshing with a bevel gear 35' non-rotatably mountedon the lower'endof a pntle S'vjournaled at 31- and 38 inthe journalY housing 29 of the rotating frame. has rotatably mounted thereon a spur gear 39 having oneface thereof formed with teeth or jaws 40 so as to constitute one element'of a clutch,

the complementary element 4l of which is splined u to the pintle. The gear 39i meshes with thespur portion 4-2 of a compoundV gear 43 driven through suitable gearing by the motor M. Lever mechanism, generally indicated at 44, isoperable to shift clutchelement 4I longitudinally of the pintle for connection or disconnection lof thel plication or release required-f the attention of the operator of the powershovel. Itis a feature off thisinvention to include in the'driving mechanism for the crawlers automatically operablev brake mechanism requiring no attentionI onv the part ofthe operator. More particularly, 'brake' mechanisms are provided which are normally engaged," thereby guarding against possible 'runawayV of the shovel,` the brake mechanisms beingA automaticallyreleased as'an incident to application of power for driving the crawler.

Interposed operatively between the drive shaft' 32 and one of the sprockets 3l is ai braking and' driving unit, generallyindicated at50, and operatively interposedy between the drive shaft 3,2and the 'other sprocket 3l is a similar braking and driving unit 5l. Theseunits are identical 'in construction,` hence only one Vwill be described. Each of the units', comprises an 'elongatedsl'eeve `ti'rotatably mounted on an en'dof 'the shaft' ,32"

on bushings 53 and 54. Atits outer end the sleeve l52 has non-rotatably secured thereon, one of` the sprocketsl," while atits inner end the sleeve is formed radially. projecting flanges y593 and" 5l extendingV partially around the sleeve and reinforced At its upper end the pintle- 36- with a -pair ofaxially spaced,

amazes webs '58 connected therebetween. Projecting axially inwardly from the face of the innermost ange 57 are a pair of clutch jaws or teeth 59 and a pair of jaws 59'. The jaws are spaced to provide three equal spaces therebetween each being considerably wider than even a full jaw or tooth 59.

Extending radially outwardly from this flanged end of the sleeve 52, so as to lie between the jaws 59' as viewed in Figs. 4 and 5, are a pair of ears Si) (see Fig. 6) disposed in planes transversely of the sleeve 52 and spaced axially. The

VASleeve is cut away at 6l radially inwardly of the sleeve Ais somewhat reduced in external diameter sition of adjustment.

and is journaled in a bearing 62 formed by the lower frame 24.

Disposed concentrically with the shaft 32 and sleeve '52T in the plane of the inner flanged end of the 'sleeve is Yan annular ring 63, the inner periphery of which'constitutesy ai brake drum. This ring preferablyv is-formed with outwardly projecting ears lili` diametrically disposed, by means of which the ring is rigidly secured tothe lower frame 2'4 by means such as bolts 65. lCooperating with the ri'ng. 63'are a pair of brake shoes 65 and 6l, each approximately semi-circular and carrying the usualbrake lining 68; The shoes. are of identical construction, each having a band 69 and aradialreinforcing ange 10' to give the shoe intermediate its ends a generally T-shaped cross section. YAt one end, hereinafter termed the connected end, the iiange 10 is expanded to produce a box-like structure Tl with an open top and bottom, and-a front wall 'l2 having a` slot 13 opening through the inner edge of the 'ange. Received inthe box-like structure ofthe shoe 61T, as shown inFig. 8 or9, is the `head 1d. of` a boltA Mwiththe bolt proper` projecting through the slot 13. This bolt isthreaded into an internally threaded sleeve l 5 which has-a reduced portion 16 spaced inwardly'from one end to form a head. TI which is received infthe boxlike portion of theshee, 85, the-.reduced portion 'i6 lying in the slot; 13; Also threaded on the bolt 14 is a lock nut 18- by means of`which the sleeve and-the bolt are locked inthe desired `po- The: innerfface of each wall 'l2 and the wallopposite it are preferably made slightly convex, as best seeninFigs. 8- and 9, to vprovide bearing'points for the shoes against the sleeve andthe bolt. A pin '1,9 Apreferably extends across the top' of'eachbox-like'structure to preventthe sleeve or bolt, asthe case may be, from droppingV out.

Near the opposite endthe flange 'lis expanded into a Vcup-like portion-83` to provide asocket Bil (Figs. 8 and` v9):forv the reception of one end of a compression spring 85fextending transversely ofA the shaft 32.between the shoesv andvl. From thecup-shaped portion outwardlyto the end, thelange continues in itsexpanded-form 'but becomes solid while the band is lriarrowed to form a control head A8.6i (see Fig. 6) receivable between the ears. This `head is divided lcentrally to provide a foreshortened portion BT and an extending portion' 88; The; extending portion 8 8 takesthe form of a yoke with an arm 89 and an arm' Suspaced radially outwardly'oftlie arm se. threaded into the arm 89 is abolt 9i, whicliis preferably further secured by a Cotter pin'o wire by 'i 92.* The foreshortened portion 81 alsohas are-V Extending through the arm^9il1and1 duced radial dimension so as to be receivable between the arms 89 and 90 of the other shoe; it being readily apparent and as best seen from Fig. 6, that the heads 85 dovetail in the assembled position of the shoes.

With the brake shoes 06 and 61 urged apart and outwardly, by the compression spring 85, into engagement with the brake drum formed by the inner surface of the ring 63, the brake mechanism is normally applied unless disengaged or released by the actuation of means provided for that purpose. The brake releasing means shown herein comprises a shaft 93 journaled in the ears 60 and projecting through the yoked portions 88 of the control heads 85. Preferably interposed between the shaft and the ears are bushings 94. The shaft is formed (see Fig. 1) with a pair of paralel axially spaced, transverse and cord-like grooves 95 cut into the shaft on diametrically opposite sides. These grooves each receive therein one of the bolts 9|. It will be apparent from Figs. 6 and 8 to 11 that, because of the extending portions 88, the bolts 9| will -lie on that side of the shaft 03 opposite the shoe carrying the bolt. As best seen in Figs. 8 and 10, the grooves 95 in the shaft 93 are deep enough so that there is ample clearance, per-y mitting the brake shoes to fully engage the ring 63. Likewise, there is ample clearance between the bolt and the bottom of the yoke of the eX- tensions 88 to permit releasing or disengaging movements of the brake shoes. It will be clear that, with these clearances, and with the bolts 9| on the side of the shaft 93 opposite the shoe carrying them, rotation o-f the shaft 93 will through cam action cause separation of the bolts 9| and hence disengagement of the brake shoes from the ring E3. Such release of the brake occurs whether the shaft is rotated counter-clockwise, as shown in Fig. 9, or clockwise, as shown in Fig. 1l. As the bolts 9| ar-e separated, the heads 85 are drawn together, drawing the foreshortened portion 81 toward the extending portion 88 of the opposite shoe, and hence toward the bolt 9| carried by that extending portion. To accommodate the bolt, the foreshortened portion is formed with a radially extending groove 96.

Means are provided herein for driving the sleeve 52 and for releasing the brake mechanism with the application of power to the sleeve 52. This means comprises an elongated sleeve non-rotatably mounted on the shaft 32 by suitable means such as a key l0 This sleeve forms one element of a clutch, generally indicated at 99, and to that end is formed with a radial flange |02 providing clutch jaws or teeth |03. Surrounding the sleeve |00 is a bushing |04, and both rotatable and axially slidable relative to the sleeve |00 is a sleeve |05 forming a compound shiftable clutch element. At its inner end, the sleeve |05 is formed with clutch jaws or teeth |06 for interengagement with the teeth |03 of the sleeve |00. At its other or outer end, the sleeve |05 is formed with three clutch jaws or teeth |01 received between the teeth 59, 59 of the sleeve 52. The length of the jaws 59, 59 and |01 is such that they remain meshed in either position of the sleeve I 5, that is, with the clutch 99 engaged or disengaged.

The jaws |01 are of approximately the same width as the jaws 0n the sleeve 52 and are thus considerably narrower than the spaces between the jaws of sleeve 52. Hence there is considerable lost motion between the sleeves 52 and|05 even, though their jaws are meshed. This lost motion is utilized to release the brake prior to engagement of the jaws |01 with the jaws 59, so that at the time power is transmitted to the sleeve 52 the brake mechanism is disengaged and thev sleeve 52 freed to rotate. To that end, the shaft 93 has secured on one end thereof a tapering arm or finger |08, while the sleeve I5 is opposite the intermediate one of the jaws |01 formed with a pair of lip-like teeth |09 between which the end of the finger |08 is received.

It is believed that it will be apparent from the foregoing that the action of the spring will apply the brake mechanism, and that in so doing, it will through the bolts 9| rotate the shaft 93 to the position shown in Figs. 4, 8 and 10, which may be considered a normal or neutral position.

Through the'lnger |08 the shaft will return theV sleeve |05 to a normal or neutral position wherein the jaws |01 are positioned midway between adjacent jaws 59. Upon engagement of the jaws |03 and |00, and resultant rotation of the sleeve I5, the shaft 93 will first be rocked and thereby draw the brake shoes together to release the brake mechanism. By the time the jaws |01 engage the jaws 59, the `brake mechanism will be fully released and the parts will be in the position shown in Figs. 5, 9 and 11. Figs. 5 and 9 show the position of the parts when the sleeve |05 is rotated in a clockwise direction, while Fig. 11 shows the parts in the position which they assume when the sleeve |05 is rotated in a counter'- clockwise direction, it being readily apparent, as previously pointed out, that the shaft 93 is operi able to release the brake regardless of the direction in which it is rocked away from its neutral position.

To provide for engagement or disengagement of the sleeve |05 with the shaft 32, so that the crawler associated with the particular unit may be driven or held stationary, the sleeve |05 is formed with a groove 2 which is engaged by followers ||3 carried by the arms of a shifting fork H4 rockably mounted on a pin H5 supported in a portion of the lower frame 25. Projecting in a direction opposite to the, arms of the shifting fork is an arm ||6 terminating in a spherical end ||1 having the usual bore with ared ends passing therethrough.

The shifting forks H4 for the units 50 and 5| are connected to be simultaneously actuated by shaft is journaled in a bracket secured to a 1 portion of the lower frame 29, and at its other end has rigid therewith a triple armed crank One arm |25 of this crank is connected to a rod or link |26 which is threaded at its free end and passes slidably through the spherical end l l1 of one of the shifting forks H9. On opposite sides of the spherical end |1 the rod |29 carries slidably thereon cup-shaped washers |21 and |28,

and also carries two sets |29 and |30 of lock nuts. Interposed between the set |30 of nuts and the washer |23 is a compression spring |3|. Connected to asecond arm |25 of the crank |25 is a rod |32 which, like-the rod |28, is threaded and At itsV passes..slidably through' the sphericalend |-I1- of-V the other shiftingzfork. Therodis,connectedgto the shifting forkV inthe same'manner. as the rod- |26;. namely, through cup-shaped` washers;r |2`|1 the sleeve I 05. to engagedA position, permits both the `units 50 and 5| to be in drivingiengagementj when the lever ||8 is in neutralposition, or per.- mits one or the other unit to bein drivingengage.- ment while the other unit is disconnected.

It willv be seen from the drawings and. more particularly Figs..2and 3 thereof, that whenthe lever 8 is shifted to one side offits neutral position, the crank |25is caused to be rockedrinw a. clockwise direction, as viewed in Fig, 3; thereby' causingthe rod |23 through spring |3| andiwash.- er |2|i` to shift the sleeve H55` into" engagement with the jaws |83. At the same time, tlie rod |32; through the washer |21 and seti iig'oflockj nuts,` will shift the sleeve |95. of the unit` 5|? t'o disengaged position. Under these circumstances, the crawler driven from the unit- Ell will vlie-driven with the brake mechanismreleased 'throughl the action of the sleeve |05 on the shaft 93; The

crawler driven from the unity 5|, however, will'be.

heldstationary by the brake mechanism which is applied at all times when no driving'force is being transmitted vfrom the sha-ft' 32 to: the sprocket 3|'. Should the operator wish to have both crawlers operate simultaneously, the lever I8 is shifted to its neutral position, therebyv rock.- ing the crank |25 in a counterclockwise direction, as viewed in Fig. 3, from the position shown in Fig. 3. Such movement ofthe crank |25'issuiiicient to cause engagement of the sleeve Ivof'the unit 5| with the Ajaws |03, but is insufficient to disengage the unit 5B. This is possible, because inthe position shown in Fig. 3 there is aclearancebetween the set of nutsV l''on rod |25 and the spherical end ||'l sumcient to permit of this rocking of 'the crank |25 to neutral position without actuating the shifting fork H41- If the lever H3 is now shifted beyond neutral in theA same direction, the crank |25 is rockedfuither in a counterclockwise direction. With such movement, the nuts |29 willthenl causev disengagement of the unit 5B since'the lost motionI was taken up in the previous shift to neutral. The further axial movement of the rod |3l24is permitted even though the sleeve i'of the unit.A 5|

was already in engagement with the teeth m3 by the compression of the spring |3|.

Itis believed that it will be apparent from the foregoing that a unique and most advantageous combined driving and braking mechanism, which has ready application in avariety of-v el'dslh'as been provided. More particularly, unique means have been provided for any mechanism havingl a pair of elements which are todrive simultane- ,g vantages, the form hereinbefore described being merelya. preferred embodiment thereof.

We claim:

l-. A; driving mechanism. comprising` a drive shaft, an element adapted tobe,alternatively-held 3 stationary or driven by said shaft, brake'mechanism normally applied to hold said*V elementgstationary,` a; memberv rotatably mounted oni said shaft and'havingga lost motion driving engage-A ment .withV said element, said member being shift'- able longitudinally of said. shaft to be coupled thereto, and means'icontrollng the releasefof said v shaft, a sleeve-like element rotatably mounted on saidshaftl adapted to be. alternatively held stationary or driven by said shaft,.means providing asta-tionary brake drum` surroundingA said ele- 1 ment, braking; members carriednby said element normallyexpanded into locking engagement with said brake. drum, a., member mounted on. said shaft: for rotational andr longitudinally shiftaole movement; relative thereto, said member in one positionbeing coupledto said; shaft and in an other. position-being. rotatable to said shaft, a lost motion driving connection` between said member and. said element in. both positionsof said, member, and .controlmeansfor said brake` members governed; by said member and caused to. release. said; brake members., when said memer is .coupled toandrotated by said shaft.

3. A driving mechanism comprising a drive shaft, an. element. rotatably mounted on said shaft adapted'to be'Y alternatively held stationary or drivenby saidshaft, jaw teeth extending longitudinally from one face. of saidelement, means.

surroundings'aid elementforniing a stationary brake drum, a: pair of brake shoes supported from said element, springA means normally urging. said brakeshoes outwardly into brake applied engagement. with the brake drum, cam. means engaging one end ofeach of Vsaid brake shoes and. operable upon rotation ineither direction from a normal positiontor effect release of: said brake shoes, a: sleeve member: shiftable longitudinally of said shaft.A and having clutch jaws at one end thereof, complementary.Y clutch jaws fiXedly mounted on. said shaft with which. the clutch jaws of said member are engageable, clutch jaws formed on'` the opposite end of said member in both positionsof saidmember extending between the clutch jaws ofisaid elementbut having alost motion engagementA therewith, andr means on said member controlling said cam means to eiect release of the brake shoes upon rotation of 'said member prior to driving 'engagement with the jaws: on'said element.v

4; Ina brake device, a brake drum, a pair of `brake-shoes internally ol'saidA brake drum pivotally interconnected at one end and interconnected by control means at the remaining end, a compression spring interposed between said brake shoes operable to expand the same into braking engagement with said brake drum, said control means comprising a shaft extending transversely of the ends of said brake shoes, parallel grooves spaced axially of said shaft cut in said shaft on diametrically opposite sides, a bolt carried by the end of each shoe on the side of said shaft remote from the brake shoe and received in said groove, and means on the projecting end of said shaft for rotating the same.

5. In a brake device, a member to be braked, means surrounding said member forming a stationary brake drum, a pair of brake shoes disposed between said member and said brake drum, said brake shoes at one end being pivotally interconnected, the remaining end of each brake shoe terminating in a yoked extension disposed in side by side relation with the extension of the other brake shoe when in assembled position, a radially disposed bolt extending between the arms of the yoked extension of each brake shoe, a compression spring interposed between the brake shoes near the yoked ends thereof urging the shoes into braking engagement with said brake drum, and a shaft extending through said yoked extensions and having formed therein on diametrically opposite sides and in axially spaced relation a pair of grooves for cooperation with the bolts of said brake shoes, said bolts being received partially Within said grooves and lying parallel with said grooves when the shaft is in neutral position and being engaged by the edge of said grooves to be cammed apart and withdraw the brake shoes from engagement with said brake drum when said shaft is rotated in either direction from its neutral position.

6. A driving mechanism comprising a drive shaft, a driven element adapted to be alternatively held stationary or driven by said shaft, clutch means including a driving member on said shaft and a driven member connected to said driven element for selectively connecting and disconnecting said element and said shaft, releasable means for normally holding said element stationary, and means on said driven member for operating said releasable means upon rotation of said driven member whereby to release said element.

7. A driving mechanism comprising a drive shaft, a driven element adapted to be alternatively held stationary or driven by said shaft, clutch means including a driving member on said shaft and a driven member, lost motion means connecting said driven member and said element,

releasable means for normally holding said element stationary, and means on said driven mem ber for operating said releasable means during the lost motion movement of said driven member whereby to release said element.

8. A driving mechanism comprising a drive shaft, an element adapted to be alternatively held stationary or driven by said shaft, a clutch including a driving member on said shaft and a driven member, lost motion connecting means connecting said driven member and said element, the parts constituting said connecting means having two extreme relative positions wherein driving occurs in opposite directions respectively` and an intermediate position wherein no driving occurs, brake mechanism normally applied to hold said element stationary, and means on said driven member for releasing said brake mechanism upon relative movement in either direction of said parts from said intermediate position.

9. A driving mechanism comprising a drive shaft, an element adapted to be alternatively held stationary or driven by said shaft, a clutch including a driving member on said drive shaft and a driven member, lost motion connecting means connecting said driven member and said element, the parts constituting said connecting means having two extreme relative positions wherein. driving occurs and an intermediate position wherein no driving occurs, a brake mechanism for holding said element stationary, a brake operator having two eXtreme positions wherein said brake is disengaged and an intermediate position wherein the brake is engaged, and means connecting said driven member and said voperator for moving the latter to an extreme position upon relative movement of said parts to an eXtreme position.

10. A 'driving mechanism comprising a drive shaft, an element adapted to be alternatively held stationary or driven by said shaft, a clutch including a driving member on said shaft and a driven member, lost motion connecting means connecting said driven member and said element, the parts constituting said connecting means having two extreme relative positions wherein driving occurs and an intermediate position wherein no driving occurs, a brake mechanism for holding said element stationary, a brake operator having two extreme positions wherein said brake is disengaged and an intermediate position wherein the brake is engaged, and spring means normally maintaining said brake engaged and with said operator and said parts in said intermediate position.

HAROLD E. BREY. HILBERT E. SWANSON. 

